Best looking F-150 that I've seen in years...

[TallPaul]

Besides that, I am dead meat in my 2001 Ranger no doubt. Better not get into any accidents.

But they need the improved crash safety to go with the added distraction of cell phones, texting, and vehicular touch screens.

 

[Jarlaxle]

Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.

 

[OVERKILL]

Originally Posted By: Jarlaxle
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.


The later ones (updated head studs) with a full EGR delete were OK. My buddy Jon's has been decent, but he went through two EGR coolers before just deleting the EGR.

- Branch tube adapters (revised to be a threaded style... he's had that done)

- Injectors (using Motorcraft fuel filters and changing them semi-regularly seems to prevent this)

- Use Motorcraft or International oil filters. Others don't fit right.

- IDM (Injector Driver Module) IIRC was another problem point. but the part isn't stupidly expensive and easy to change.


The 7.3L was certainly a less problematic engine and was generally much longer lived. But the 6.0L could be "updated" to be a decent engine, and aside from the EGR, that's essentially what Ford had done by the end of its production run.

It is unbelievable that International would produce an engine with so many bloody issues

 

[Colt45ws]

I love that test of the later F150. The energy just gets shutdown at the firewall. Even the windshield and driver door look fine.
On the other hand the right headlight launching itself off the truck is somewhat funny.

 

[Jarlaxle]

Originally Posted By: OVERK1LL
Originally Posted By: Jarlaxle
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.


The later ones (updated head studs) with a full EGR delete were OK. My buddy Jon's has been decent, but he went through two EGR coolers before just deleting the EGR.

- Branch tube adapters (revised to be a threaded style... he's had that done)

- Injectors (using Motorcraft fuel filters and changing them semi-regularly seems to prevent this)

- Use Motorcraft or International oil filters. Others don't fit right.

- IDM (Injector Driver Module) IIRC was another problem point. but the part isn't stupidly expensive and easy to change.


The 7.3L was certainly a less problematic engine and was generally much longer lived. But the 6.0L could be "updated" to be a decent engine, and aside from the EGR, that's essentially what Ford had done by the end of its production run.

It is unbelievable that International would produce an engine with so many bloody issues

They didn't. Their version (the VT365) is a decent light-medium truck engine. It was when Ford decided to crank the power up (325HP, versus a max of 225 in MDT's) that things went south. End result: it can be made sort of reliable after essentially re-engineering it.

 

[01rangerxl]

My cousin had an '06 6.0 that was actually fairly reliable, as in no catastrophic incidents. I used to drive that truck regularly and the one problem I remember is the incessant "WATER IN FUEL" warning that it displayed all the time. The first time I saw it I called my cousin and asked him about it..."nah, don't worry about it."

Pretty sure that truck never got any upgrades considering the tires were bald. Pure work truck that was treated like [censored].

 

[rslifkin]

Originally Posted By: Jarlaxle
They didn't. Their version (the VT365) is a decent light-medium truck engine. It was when Ford decided to crank the power up (325HP, versus a max of 225 in MDT's) that things went south. End result: it can be made sort of reliable after essentially re-engineering it.


Agreed. The only 2 issues I've seen on the VT365 version are sticky injectors (leads to lots of smoke and drinking fuel like crazy), and some stuck turbo actuators (leads to smoke and low power) on ones that weren't run hard regularly.

 

[OVERKILL]

Originally Posted By: Jarlaxle
Originally Posted By: OVERK1LL
Originally Posted By: Jarlaxle
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.


The later ones (updated head studs) with a full EGR delete were OK. My buddy Jon's has been decent, but he went through two EGR coolers before just deleting the EGR.

- Branch tube adapters (revised to be a threaded style... he's had that done)

- Injectors (using Motorcraft fuel filters and changing them semi-regularly seems to prevent this)

- Use Motorcraft or International oil filters. Others don't fit right.

- IDM (Injector Driver Module) IIRC was another problem point. but the part isn't stupidly expensive and easy to change.


The 7.3L was certainly a less problematic engine and was generally much longer lived. But the 6.0L could be "updated" to be a decent engine, and aside from the EGR, that's essentially what Ford had done by the end of its production run.

It is unbelievable that International would produce an engine with so many bloody issues

They didn't. Their version (the VT365) is a decent light-medium truck engine. It was when Ford decided to crank the power up (325HP, versus a max of 225 in MDT's) that things went south. End result: it can be made sort of reliable after essentially re-engineering it.


Oh, the VT365 fails too. Just not as frequently. My buddy is a coach mechanic by trade, I've seen PLENTY of them apart. And they are prone to many of the same issues. The same goes for the Maxxforce 7.

The EGR cooler is the root of most of the issues with the 6.0L PSD (assuming you have a later one with the revised head studs) .

With the EGR deleted you get better gas mileage, longer oil life, the oil stays cleaner longer, you get less soot build-up, less/no intake runner build-up, coolant lasts longer....etc.

 

[OVERKILL]

Originally Posted By: rslifkin
Originally Posted By: Jarlaxle
They didn't. Their version (the VT365) is a decent light-medium truck engine. It was when Ford decided to crank the power up (325HP, versus a max of 225 in MDT's) that things went south. End result: it can be made sort of reliable after essentially re-engineering it.


Agreed. The only 2 issues I've seen on the VT365 version are sticky injectors (leads to lots of smoke and drinking fuel like crazy), and some stuck turbo actuators (leads to smoke and low power) on ones that weren't run hard regularly.


A stuck injector can melt a piston. In fact, I have a number of pictures in my collection of that. One example is from a DT466, another is from a Cummins ISB.

 

[slammds15]

Originally Posted By: boosted
At least he wont have to worry about the trans. Fluid leaking Into the transfer case anymore lol.


?

 

[slammds15]

Originally Posted By: boosted
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.
that's normal on the 32v 6.0s. Your buddy should of done some researching and did the updated head gaskets and arp head studs, kinda his fault.


*****! great info!!! You must be well paid for your knowledge.

 

[slammds15]

Originally Posted By: Jarlaxle
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.


You must be his boss lmao!

 

[slammds15]

I've only seen a 365 melt a piston when the injector has been tipped and someone keeps driving it. In common rail application's it is prominent.

 

[slammds15]

Originally Posted By: Jarlaxle
Originally Posted By: OVERK1LL
Originally Posted By: Jarlaxle
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.


The later ones (updated head studs) with a full EGR delete were OK. My buddy Jon's has been decent, but he went through two EGR coolers before just deleting the EGR.

- Branch tube adapters (revised to be a threaded style... he's had that done)

- Injectors (using Motorcraft fuel filters and changing them semi-regularly seems to prevent this)

- Use Motorcraft or International oil filters. Others don't fit right.

- IDM (Injector Driver Module) IIRC was another problem point. but the part isn't stupidly expensive and easy to change.


The 7.3L was certainly a less problematic engine and was generally much longer lived. But the 6.0L could be "updated" to be a decent engine, and aside from the EGR, that's essentially what Ford had done by the end of its production run.

It is unbelievable that International would produce an engine with so many bloody issues

They didn't. Their version (the VT365) is a decent light-medium truck engine. It was when Ford decided to crank the power up (325HP, versus a max of 225 in MDT's) that things went south. End result: it can be made sort of reliable after essentially re-engineering it.

Really? so 220 hp 720 lbs-ft isn't as hard on an engine hauling a pile of weight constantly? so what you are saying is 325 hp 600 lbs-ft is much harder on an engine in a light duty application? gotcha!

 

[Jarlaxle]

Originally Posted By: slammds15
Originally Posted By: Jarlaxle
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.


You must be his boss lmao!


Are you intoxicated?

 

[Jarlaxle]

Originally Posted By: slammds15

Really? so 220 hp 720 lbs-ft isn't as hard on an engine hauling a pile of weight constantly? so what you are saying is 325 hp 600 lbs-ft is much harder on an engine in a light duty application? gotcha!


Are you claiming 720lb/ft from the VT365? If you are...prove it. I'm calling bull.

 

[OVERKILL]

Originally Posted By: Jarlaxle
Originally Posted By: slammds15
Originally Posted By: Jarlaxle
Originally Posted By: DemoFly
Hahahaha, my buddies 6.0L PSD just blew a headgasket at 82k miles. He hasn't even hauled anything the entire life of the truck.

Ford trucks are so strange, the quality is such a polarity. You either get a diamond or a lemon, nothing really in-between.


No...the 6.doh was all lemons. The only fix is to DESTROKE the truck.


You must be his boss lmao!


Are you intoxicated?


Naw, he's just abrasive. However, he's probably worked on more VT365's, Maxxforce 7's, DT466's and the like in the last 48 hours then the rest of us will see in our lives. He's a heavy diesel mechanic/coach mechanic who works bus fleets.

 

[slammds15]

I failed to edit my post properly, it was meant to say 620. Your ignorance in your opinions annoy me. This site used to be full of well educated people who voiced a well educated opinion. Sadly it has fallen to morons who spew false knowledge based on limited intelligence. There are few people here I chose to listen to.

 

[Jarlaxle]

The 20lb/ft at low RPM are, of course, nowhere near the problem the extra 150+lb/ft or so at higher RPM are! The VT365 does have problems...but nowhere NEAR as bad as Ford's 6.doh, which is the Yugo of the diesel truck world!

 

[OVERKILL]

Originally Posted By: Jarlaxle
The 20lb/ft at low RPM are, of course, nowhere near the problem the extra 150+lb/ft or so at higher RPM are! The VT365 does have problems...but nowhere NEAR as bad as Ford's 6.doh, which is the Yugo of the diesel truck world!


I think we need to define "higher" here.

The VT365 makes 230HP @ 2,600RPM
The 6LPSD makes 325HP @ 3,300RPM (700RPM higher)
The VT365 makes 620lb-ft @ 1,500RPM
The 6LPSD makes 570lb-ft @ 2,000RPM (500RPM higher)

At peak torque, the 6LPSD is making 217HP
At peak torque, the VT365 is making 177HP

At peak power, the VT365 is making 464lb-ft
At peak power, the 6LPSD is making 517lb-ft

So I'm not sure where you are getting 150+lb-ft from? I'm seeing a difference of 53lb-ft between the max RPM's each of the engines will see respectively. And a whopping 700RPM difference if the 6LPSD was run to the governor in every gear, which would be FAR less common than a fully loaded school bus being run to its governor every day making a "whopping" 53lb-ft less than the PSD, which would also be lugging around far less weight.

You seem to have strong opinions on this subject, but IMHO, I'm not sure they reflect reality.

The 6.0L PSD was inherently no worse than the VT365, particularly the 05+ models. The primary issues can be narrowed down to EGR cooler failures (which both engines are equally prone to) which can easily spell death for them, and the use of aftermarket filters which can lead to injector failures and other problems the engine is "known for".

Perhaps in service, treated with International parts, the VT365 has "fewer problems" than the 6L PSD, serviced by Jiffy Lube using Phil's home filters, never servicing the fuel filter.....etc. And we can't ignore Ford's programming issues early on in the run when they attempted to make the engine "quiet". However, mechanically, particularly post-programming issues, I don't believe one can state that the incredible 700RPM and 53lb-ft that defines the difference between the two engines is so significant that it condemns one to junk whilst singing the praises of the other.